Safety At Sea - 10/13/2000 Agenda - Addendum
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PROPOSED SLATE FOR THE 2001 SAFETY AT SEA
COMMITTEE
SASC MEMBERS ADVISORS STAFF LIAISON ADD DROPPED ARTHUR B. HANSON RESCUE MEDALS
APPROVED Experience Earth Explorer Irish Mist Night Train Vicki ARTHUR B. HANSON RESCUE MEDALS DECLINED Milwaukee Kaszube Cup Milwaukee Suicide Rescue ARTHUR B. HANSON RESCUE MEDALS RESEARCHING ILYA PHRF West Marine Pacific Cup Newport Bermuda USCG SILVER AND GOLD MEDALS Chip expects that writing the nominations and collecting the necessary affidavits will take 2 months – deadline 11/25/00. Then he expects that the USCG could take anywhere from 2-3 months to render a decision.
INTERNATIONAL STANDARDS ORGANIZATION In a UN like setting, ISO representative worked out draft revisions to the stability issue. A coalition from the UK, Netherlands and Norway cited disturbing data indicating that vessels too prone to capsize in heavy weather were getting category A approval. A memorandum from Ken Kershaw of the Royal Yachting Association recommended raising the baseline number for the vanishing point of positive stability as well as using an equation that makes lighter displacement vessels have a higher degree of positive stability in order to meet category A acceptance. Representatives from Japan and the USA also supported the measure, and in the final vote, only France and Italy opposed increasing the standard. Quite a bit of time was spent on how crucial measurements should be made. One national representative noted that "STIX isn't fool proof" and slight variations in loading can often precipitate significant changes in the rating numbers. The committee resolved that if there was more than a 15% change in displacement between light trim and fully loaded, calculations for down flooding angle must be done in both configurations. The working group also decided to delete statutes that previously allowed designers and builders to approximate the vanishing point of positive stability and other key statistics. The group recognized that this process was leading to spurious results. The issue of penalizing certain design characteristics was raised by French delegates and members discussed giving centerboard boats, shoal draft designs and other lightly ballasted vessels category "A" approval by adding a "Risk of Capsize" warning label, much like what is being done with multihulls. Positive floatation and watertight bulkheads were also discussed as mitigation issues for vessels with a lower than acceptable vanishing point of positive stability. None of these discussion items were moved forward. STIX is the nick name of a stability index being developed by the International Organization For Standardization (ISO), and in theory it will provide a reliable way to calculate a vessel's resistance to capsize, and its ability to recover from wind as well as wave induced knock downs and inversions. At a recent meeting of the stability working group mentioned above, which was held in Annapolis, MD, the international panel of experts decided to raise the stability standards for vessels seeking category "A" and "B" certification. They made these changes due to what a majority of the member's referred to as undesirable seaworthiness traits in some vessels that had qualified for category A status under the original draft provisions. For over a decade this ISO subcommittee (ISO/TC188/WG/22- Stability), has been involved in a detailed project aimed at developing criteria with which to evaluate and document a vessel's ability to remain right side up in a variety of sailing conditions. The team, comprised of designers and industry representative, has shouldered the task of setting stability standards as well as determining how to measure them. Their goal is to eventually come up with a final draft of the "Small craft- Stability and buoyancy assessment and categorization -" guidelines. This document, which, in its draft form, is currently being used by many designers and boat builders, will when finalized, hopefully layout a valid and reliable means to objectively determine how sailboats over six meters fit into one of four specific usage categories. Each of the these divisions represents a specific set of inshore or offshore wind and sea constraints, with the assumption that the farther a boat strays from land the more tumultuous the welcome. Vessels designed for small closed water bodies and inshore sailing conditions (categories D and C) are, with good reason, not expected to include as much resistance to capsize and range of capsize recovery as vessel's built with offshore and ocean sailing in mind (category B and A). Tom Hale, ABYC's technical director and the lead US representative on this ISO panel, feels that boaters will benefit by global standards, but the road to get there will be long and circuitous. Just one of the obstacles in the way is the difference between the European's restrictive approach to controlling manufacturing and the US's more permissive approach. Codes in Europe tend to spell out exactly what can be done by a manufacturer while the US sequel to codification works in just the opposite manner. Instead of enumerating what can be done the US approach is to pinpoint what may not be done and allow the designers and builders to take it from there. The challenge of creating a process that both interests will buy into is daunting. Hale was optimistic, however. Bob Johnson, owner/designer (NA) of Island Packet is the USA technical lead on the STIX issue. Tom Hale of ABYC is involved as well. At this point the US SAILING Technical Committee is not represented. SAFETY AT SEA SEMINAR UPDATE Safety at Sea Seminars are more popular than ever and attendance data has revealed that this trend continues to grow. The largest group of attendees designate themselves "cruising sailors" even though ORC Special Regulations and many local race regs mandate that a certain percentage of participating crews attend seminars on a specified basis. However, the fastest growing sub group of seminar attendees are these racing sailors meeting the regulations mentioned above, and one of the challenges lies in meeting the needs of both racers and cruisers. The program continues to evolve on a decentralized basis with a set of national guidelines in place but significant autonomy left to the local sponsoring body and the moderator that they select. A generic set of guidelines specifies that certain topics such as, crew overboard recovery techniques, personal safety gear, handling heavy weather and coping with medical emergencies be a part of every seminar's curriculum, but it also allows event organizers to add and fine tune their programs to meet the needs of local sailors. Much of the program's success stems from the interplay between a moderator and the event organizer and their ability to deliver useful information, compelling speakers and sharp crisp audio/visual presentations to sailors in the audience. In order to insure continuity and maintain the instructional integrity of the seminars, both the moderator and one speaker must come from a list that has been compiled and maintained by the Safety At Sea Institute. Changes in curriculum evolves from attendee feedback tracked by individual event organizers and forwarded to Kathy Gregory (410-845-5115), the Project Coordinator for the Safety at Sea Programs. The series is sponsored by US Sailing, Cruising World Magazine and West Marine and these sponsors meet on a regular basis to review progress and amend the program protocol. One of The Safety at Sea Committee's long range goals is to develop a better understanding of USCG Search and Rescue statistics as well as use other boating safety data to determine more empirically the specific dangers sailors encounter. At present we have used anecdotal as well as hard data to pinpoint crew overboard as a front row safety issue. With better data, we should also be able to more accurately determine other factors that hamper safety at sea, and fine tune S@S Seminars to better prepare sailors. Anyone willing to spend some time helping gather this data please e-mail me for further details 103357.137@compuserve.com Ralph Naranjo THIS UPDATE REPORTS ON THE SECOND SESSION OF THE 1998
S/H INQUIRY AND My contact at the Cruising Yacht Club of Australia (CYCA) recently reported that the State Coroner of New South Wales reconvened the Coronial Inquest into the deaths of six yachtsmen in the 1998 Telstra Sydney to Hobart Yacht Race in July and remained in session for four weeks. At the conclusion of this session it was expected that he would pass down his findings sometime immediately after the 2000 Olympics. I have my request on file for an early copy of this report when it is issued. In the interim, the Coroner has signed off on the issue of a Provisional Notice of Race for the 2000 Hobart Race. The general feeling at CYCA is that this NOR contains most of the major equipment changes that he will recommend in his final inquiry report. I have a copy of this Provisional NOR and have compared it to both the 1998 and 1999 Race documentation. What follows is a summary of the items that the Sydney Hobart Race now requires over and above the ORC Category 1 requirements that we used for the 2000 Newport Bermuda Race. Additional Safety Requirements, detailed in an Appendix to the NOR, are also summarized below. Numbers refer to paragraphs in the Provisional NOR. 3.1 Compulsory Race Briefing At least four crewmembers of a boat intending to compete shall attend the whole of the race briefing (on 24 December) in order for the boat to be eligible to race. It is expected that the Skipper and Navigator will attend. 3.2 Compulsory Weather Briefing At least two crewmembers of a boat intending to compete shall attend the whole of the race briefing (on 26 December before the start) in order for the boat to be eligible to race. 4.1 Applications for Entry The following information shall be attached to the Application for Entry which is due on 1 November. 1. Crew Experience Declaration Form for each member (50% must have long offshore racing experience)(It is recommended that skippers have a recognized AYF Certificate of at least Offshore Skipper certification.) 2. Color photo of the boat. 3. Measurement and Rating Certificates (IMS Rating and Accommodation Certificate, valid IRC Certificate, Volvo 60 Class Certificate, or PHS Certificate) 4. Verification of Stability (Regardless of handicap system used all boats shall provide IMS Certificate including measurement inventory or V60 Class Certificate) (Minimum Stability Index for ORC Race Category 1 events (115 deg)) ('Sistership' certificates not accepted) 5. Verification of ABS requirements (Recorded on IMS Certificates or designer and [underlined] builder letters certifying ABS compliance) 6. Verification of compliance with upper speed limit (Documents verifying that the boat does not exceed the ILC Weighted Average 470 seconds per mile) 7. Details of advertising to be carried (In addition to allowing advertising all boats SHALL display sponsor bow decals and battle flag which may be removed only whilst racing) 4.2 Entry Forms Subject to acceptance of an Application for Entry, the Entry Form is due on 24 November with the following: 1. Entry Fee (A$850 to 2,200 depending on advertising. Late entry fee A$1,100. Late document fee A$500) 2. ORC Category 1 Safety Compliance Form (Filled in by an approved inspector) 3. Additional Safety Requirements Compliance Form (Detailed below) 4. Life Raft Inspection Certificate 5. Radio Inspection Certificate 6. Verification of Qualifying Race Information (Not less than 150 nmi within 6 months of the race start. Six local races qualify.) (Dispensation available if boat completes a minimum non-stop 200 nautical mile passage) 7. Proof of Public and Third Party Liability Insurance (A$10,000,000) 8. 406 EPIRB Registration Certificate 4.3 Pre Start Documentation Subject to acceptance of an Entry, additional information is due on the forms provided by the Race Committee: 1. Crew List (six minimum) due on 20 December with changes not later than 0900 on 26 Dec (the day of the race) (name, address, age (min is 18), weight, color of wet weather gear, phone no., and NOK info) 2. Safety Seminar Certificates (50% shall have completed Safety Seminar, Safety & Survival Course or approved equivalent every three years) 3. First Aid Certificates (At least two crew shall have current Senior First Aid Certificates or higher) 4. Radio Operators License (At least two crew shall have HF Radio Operators Certificate of Proficiency or higher)
APPENDIX A1 - ADDITIONAL SAFETY REQUIREMENTS A1.2 RADIOS Emergency Aerials plus permanently installed mounting brackets and cabling. Radio Inspection and Certificate from an Accredited Radio Technician. Pre Race Radio Check with Penta Comstat or boat will not start race. 24 hour listening watch on VHF Channel 16 during race. Twice daily position reports during race. Green Cape report during race. (HF radio is working, Liferaft is aboard, Engine and Batteries operational, Boat and Crew in satisfactory condition to continue, skipper and considered latest weather and boat and crew are fully prepared for what is forecast) A1.3.1 GENERAL EQUIPMENT Jack Stays of 12mm Spectra rope or equivalent. Spliced or Bowlined ends (with whipping). Ship's batteries must be closed or gel cell. A1.3.2 PERSONAL SAFETY EQUIPMENT Harnesses to EC Standard EC 1095. Stored in dry locker. Not more than 7 yrs old. Must have date of manufacture on harness. No Tuff Brand Harnesses. Crutch Straps recommended. Waistcoat or Inflatable PFD's incorporated with harnesses recommended. Personal 406 EPIRB's recommended. Additional Harness strops (tethers) for 30% of crew. Personal strobes for each crew member. Personal Dye Markers for each crew member. A1.3.3 SAILS AND RIG EQUIPMENT Brightly colored panels recommended for Storm Jibs. Boats shall report to Race Committee Boat prior to starting with Trisails and Storm Jibs set. A1.3.4 SAFETY EQUIPMENT Four white parachute flares shall be carried. Jon Bouy type Dan Bouys must have mounting bracket modified from the 1998 design. Skippers and crews should inspect their life rafts during annual service. Insulated floors recommended for liferafts. A1.3.5 CHARTS 7 charts required for ports and islands en route. A1.3.6 BOOKS A1.4 SUPPLIED TRACKING DEVICES
COMMENT. Respectfully submitted,
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